Internal-combustion engine.



N0. 815,802. PATENTED MAR. 20, 1906.

v A. DE DION 6a G. BOUTON. I

vINTERNAL OOMBUSTION ENGINE. APPLIoATIoN FILED ME45, 1905.

, 5 SHEETS-SHEET 1 110.815,802. PATENTEDMAE. zo, 1906.

A. DE DION & G. BOUTON. INTERNAL OOMBUSTION ENGINE.

APPLIOATION FILED ME45, 1905.

5 SHEETS-SHEET 2.

@fg I five/afan@ No. 815,802. v v PATENTED MAR. 20, 1906 A. DE DION & G. BOUTON.v

` l INTERNAL COMBUSTION ENGINE.

APPLIoATIoN FILED MA11 .15, 190s.

` ssHnETs-snnzra vNOJOIEOOO. PATEN'IEE MAE. 20, 1906. A. DE :OION d. E. BOUTON. INTERNAL OOMB'USTIO'N ENGINE.

AEPLIOATION EILED ME45, 1905.

s sEEETs- SHEET 4.

@CS BOM 0212 FEF M' PATENTE-D 1511111.20, 1906. A. nBfnIoNa; G. BOUTON. INTERNA-L'GOMBUSTION'BNGINE.

' lAPPLIUAJIIOH FILED M1145, 1905.

` 5 SHEETS-SHEET 5.

ofwhich has an eye through which passes the upper endv of the pillar 23 and is held in place bv a nut 25 and split pin, while the other end of the said cross-bar is forked and venga es with the pillar 23 below a head 26, provi ed thereon. The middle portion ofthe crossbar 24 carries aserew27'.

In order to secure the lhood 19 in position after having put it in place, the cross-bar 24 :o is turned round the pillar 2 3 until the forked end ofthe Cross-bar en ages under the head 26 of the pillar 23. yihe screw 27 s ,then screwed .down to press the hood 19 and valveseat 2 0 firmly down in their places. The re- '15 moval of the hood is rapidly effected by slightly loosening the screw 27 and then turningrround the cross-bar 24.,

he gaseous fuel for working the motoris suppliedby a pipe 28, running from the carzo bureter and opening into a horizontal pipe 29, extending alon the len th of the motor and consisting of our lengt s of tube, such as 30 ahd 31,with their ends received in tubular projections on the inlet-valve hoods, the end hoods for this purpose being provided with one tubular projection, while the intermediate hoods are each provided withtwo tub ular projections opposite each other. The connection of the pipe 28 with the -two tubes 30 30 is effected by means of two half-collars 32 32', the latter carrying a sockettube, in whichthe pipe 28 is ixed. These two halfcollars vencircle rings 33, fixed to the tubes 30, between which they allow ai slight vamount 35 ofplay.. The half-collars 32 and 32 have likewise a slight amount of play in a horizontal plane assing through the axis of the tubes 30, an the tightenin lars on the tubes is effected by means of a 4o screw 34, passing through a stirrup 35, the branches of whiclibear at their lower part (not shown) on the under side of the lower half-collar 32. The elasticity of the pipes 30 permits of suitably tightening the half-collars. `This arrangement has the advantage of being easily taken apart. Any air that might enter t e opening at the junction of the pipes 30 30 is not objectionable, as it would only be additional to that admitted at 5o the variable air-inlet. The exhaustbranches 36, Fig. 2, through which the burned ases escape when the exhaust-valve 37 is li ted open into a collectingpipe, (not shown,) which conducts them to the silencer. The exhaust-valve ear may be based on the same principle as' tlgiat of the gear of single or multiple cylinder motors,

well known under our names; but the gear illustrated presents the following improve- 6o ments Each exhaust-valve 37 is operated in the usual manner by the lift of a'lever or hammer 51, the head of whichrests on a cam 55, `(see Fig. 3,) mountedon the shaft 13, revolv- 6 5 ing at half the speed of the motor. The pivot U of the half-col-` these' various parts.

of each hammer is movable, each hammer being for this purpose mounted on a in 52, (see also Fig. 4,) connected by two lin s 54 to an auxiliary longitudinal shaft 53, so that the speed of'the motor can be regulated by partial rotation of the shaft 53, effected either by hand or by the governor. By shifting the shaft 53 in a longitudinal direction the compression-reducing mechanism can be operated. For this purpose the cams 55 have not the same'contourthroughout their whole width, and, while the .motor is running, by shifting the shaft longitudinally the hammer 51 can be brou ht over any part' of the cams width, and the lammer, and consequently the exhaust-valve 37, be' thus caused to have a lift depending on the contour of the part of the cam in operation. For instance, the valve 37 lcan be kept o en during the greater part of-the stroke o the iston 56 when it is desired to secure the re uction of compression necessary for startin the motor. This lon -tudinal movement o the shaft 53 can be e ected in a very si'inple man: ner, as illustrated in Fig. 4.- A helical spring 57, bearing at one end on a artition 58 ofthe framing inclosing the sha t 53 and at the other end on the ring 59, pinned or otherwise secured to the shaft 53, normally ushes the shaft 53 toward the right end of ig. 4. When it is desired to use. the compression-reducing mechanism, a suitable operating-gear is caused to rotate a small shaft 60, carrying a finger 61, en a the eri heral oove of a ring 62, ldlgto th) shlift 53.grThis movement brin the heads of the hammers 51 opposite the parts 63 of the cams 55, specially formed for the purpose. The spring 57 is also subjected to torsion and tends to rotate theshaft 53 clockwise, Fig. 2. Thev movement of tli'e cams under the hammers tends to produce rotation inthe same direction. The presence of this sp does away with the loss of time ordinlalix'i resul from' play between the drivers andle an levers keyed on the shaft 53.

The cam-shaft 13 has keyed on it bevelpinions, such as 64 and 65, (or the equivalent, suclias worms,) which are so arranged as to actuatea transverse shafts (not shown on the drawin intended to operate the ignitercontrollisng device, the magneto-electric machine, the circulation-pump, and the like. This arrangement has the advantage that these various auxilia parts are arranged at the side of the motor instead of at the end of it, as hitherto, when owingr to theradiator being at the fore end of the vehicle it constitutes an 'impediment to. access being gained to loo IIO

x25 Our motor is rovided with a centrifu l ball-govemor. FSh'own in Fig. 3.) To t sha'ft 13 is keyed atg'linion 66, gearing with a pinion 83, Fig. 1, 'ven lyff another pinion the diameter ofwhi'ch is h the diameter ol' 13o ereeoe e shaft 1 ;3 receives itenten,

l 5 Deir Pme (59, enfiwhch are mounted;

eeyyfe, bel-'breuk levers 70, carrying ehT e gevemerfbell 7 Each bell-c rnkv ,iler deelrfeis e gn'engeging e perEh el grccvein the ce 1er72, capable cf ,dingknjiche Shaft 13 t A helc'ele vring 7 3 @endete press the coller 7 2 in' .Such e girecten'ee tc bung the bellfsYl nearer the Shaft 13.v "Que helf 74f cf 'echell- -beerng flfecie iecelrred' by the celler 72ml 15 the other lljelf 7 tedbyeetlld ff @we im .opposite eee'. 'cth :belle K71 eleve away),

el heil ien 6,6, w111 f Tha n is connected., by means-cf bolts,

" iin whet meneer the cerne le te be-pcrfermed,

tiene 'mounted nheeds vrovded with a branch 0r two. branches, suc es 4 1 `.end/12; but the mcdecf ettechment of these hoodsl ips differ- `enti the heed ef cach cylinder being provided with. e closing-plete 43, (See -Flgfl the gcrewfthradgd Qd-.l 'of which "iS screwed ,inte e nel flmenteninga periorat-ed d1ek 4Q I).celticJe-y M the. 11 per' art a bex-nut 47 lie Screwed en`r the 'en I of t e rod 44:1 end lieldS the heed (411 or 42) down on the jacketcover 48.; Whichs, thus held firmly en the cylindlef-body.4

Having n oW particularly described md as certe-ined 'the nature Of the Seid inventlcn andv declare that' @We claim iS-' .A multipl.,

tion en e, com rising the combination with a plura 'ty of cy riders, each provided with asuction and an outletvalverof a hood inclosing each of said suctionvalves, a pair of pillars arranged in operative relation with respectjto each" of said hoods, a cross-bar rq erating the suction-valve, conduits for supplying aeooling medium to-'each of the said cylinders, conduits for establishing communication between the hoods, and a common supply-pipe for said last-mentioned conduits.

In -testimony whereof we have hereunto :set our hands in presence of two subscribing witnesses.

' ALBERT DE DION.

y GEORGES BOUTON Witnesses: A

EMILE KLOTE, PIERRE LEINE. 

